JP5283315B2 - Wheel bearing device - Google Patents

Wheel bearing device Download PDF

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JP5283315B2
JP5283315B2 JP2006004978A JP2006004978A JP5283315B2 JP 5283315 B2 JP5283315 B2 JP 5283315B2 JP 2006004978 A JP2006004978 A JP 2006004978A JP 2006004978 A JP2006004978 A JP 2006004978A JP 5283315 B2 JP5283315 B2 JP 5283315B2
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inner ring
hub
ring
wheel
plastic deformation
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JP2007187226A (en
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哲也 橋本
和則 久保田
啓 藤村
和雄 小森
政浩 木内
浩司 松永
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NTN Corp
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Priority to JP2006004978A priority Critical patent/JP5283315B2/en
Priority to DE112006003288T priority patent/DE112006003288T5/en
Priority to US12/086,000 priority patent/US20090154856A1/en
Priority to CN2006800456003A priority patent/CN101321638B/en
Priority to PCT/JP2006/323557 priority patent/WO2007066525A1/en
Publication of JP2007187226A publication Critical patent/JP2007187226A/en
Priority to US13/467,524 priority patent/US8745874B2/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a bearing device for a wheel for preventing an inner ring from coming off in an assembling process for a vehicle, and reducing the amount of shift of the inner-ring in the assembling process. <P>SOLUTION: An inside member 2 includes a hub ring 9 provided with a hub flange for fitting a wheel on the outside periphery and a through hole 11 in the center, and the inner ring 10 fit on the outside periphery of the inboard end of the hub ring 9. Raceway surfaces 4 are formed respectively in the hub ring 9 and the inner ring 10. On the surface of the inside periphery of the inner ring 10, a step 16 is formed which is continued to an inboard end face 10a of the inner ring 10, and has a depth corresponding to the edge of the inside periphery of the end face 10a. A plastically deformed part 9b in caulking the hub ring 9 is fit to the step 16 of the inner ring 10. The plastically deformed part 9b is not protruded from the end face 10a of the inner ring 10. A hub-ring fitting face 10b of the inside-diameter face continued to the step 16 of the inner ring 10 is finished as a ground surface. The joint 16ba between the hub-ring-fitting face 10b and the end face 16b in the step 16 has a pointed form. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

この発明は、自動車等の車輪を回転自在に支持する車輪用軸受装置に関する。   The present invention relates to a wheel bearing device that rotatably supports a wheel of an automobile or the like.

従来、駆動輪支持用の車輪用軸受装置として、図４および図５に示すものが提案されている（例えば特許文献１）。これは、外方部材２１と内方部材２２の対向する軌道面２３，２４間に複数にボール２５を介在させ、上記内方部材２２を、車輪取付用のハブフランジ２９ａを外周に有するハブ輪２９と、このハブ輪２９のインボード側端の外周に嵌合した内輪３０とで構成した形式のものである。ハブ輪２９の中心の貫通孔３１には、等速ジョイントの外輪３３のステム部３３ａが挿通されてスプライン嵌合され、等速ジョイント外輪３３の段面３３ｂが内輪３０のインボード側端面３０ａに押し当てられる。この状態で、前記ステム部３３ａの先端にナット３４を螺合させることにより、等速ジョイント外輪３３とナット３４とで内方部材２２が幅締めされる。   Conventionally, as a wheel bearing device for driving wheel support, what is shown in FIG. 4 and FIG. 5 has been proposed (for example, Patent Document 1). This is because a plurality of balls 25 are interposed between the raceway surfaces 23 and 24 of the outer member 21 and the inner member 22 facing each other, and the inner member 22 is a hub wheel having a wheel mounting hub flange 29a on the outer periphery. 29 and an inner ring 30 fitted to the outer periphery of the inboard side end of the hub wheel 29. The stem portion 33 a of the outer ring 33 of the constant velocity joint is inserted into the through hole 31 at the center of the hub wheel 29 and is spline-fitted, and the step surface 33 b of the constant velocity joint outer ring 33 is formed on the inboard side end surface 30 a of the inner ring 30. Pressed. In this state, the inner member 22 is tightened by the constant velocity joint outer ring 33 and the nut 34 by screwing the nut 34 into the tip of the stem portion 33a.

この提案例では、ハブ輪２９のインボード側端部の外周に形成した段部３５に内輪３０を外嵌させると共に、内輪３０のインボード側端部の内周に段差部３６を形成し、ハブ輪２９のインボード側端を前記内輪３０の段差部３６に加締めている。これにより、車両への組付け時に発生する外力による内輪３０の抜けを防止している。
特開平９−１６４８０３号公報 In this proposed example, the inner ring 30 is externally fitted to the stepped portion 35 formed on the outer periphery of the inboard side end portion of the hub wheel 29, and the step portion 36 is formed on the inner periphery of the inboard side end portion of the inner ring 30; The inboard side end of the hub wheel 29 is crimped to the stepped portion 36 of the inner ring 30. As a result, the inner ring 30 is prevented from coming off due to an external force generated during assembly to the vehicle.
JP-A-9-164803

しかし、上記した車輪用軸受装置では、以下のような問題が有る。
（１）ハブ輪２９の加締部２９ｂが大きいため、内輪３０のインボード側端部を形成する段差部３６の径方向段差を、図５のように半径差で５〜７mm程度とする必要がある。このように段差部３６の段差を大きくすると、内輪３０のインボード側端面３０ａの面積が小さくなるので、等速ジョイント外輪３３の段面３３ｂとの接触面圧が大きくなる。そのため、実車において、摩耗や異音発生の原因となる。
（２）ハブ輪２９の加締部２９ｂを内輪３０のインボード側端より内側（アウトボード側）に収めようとすると、内輪３０の段差部３６の軸方向長さを、図５のように７〜８mm程度にする必要がある。このように内輪段差部３６の軸方向長さが長くなると、ボール接触角を成す直線上に内輪段差部３６が位置する傾向があり、そのため、運転時の負荷荷重による内輪変形が大きくなって短寿命となる可能性がある。また、内輪段差部３６の軸方向長さが長くなると、それだけハブ輪２９に対する内輪３０の嵌め合い長さ（面積）が減少するので、内輪クリープが発生し、軸受寿命が低下する可能性がある。これらの問題は、内輪全体の幅寸法を長くすれば回避できるが、それでは軸方向に余分なスペースが必要になる。
（３）また、ハブ輪２９の加締部２９ｂが大きいことから、揺動加締加工において、加締工具が内輪３０と干渉し、加工が困難である。 However, the above-described wheel bearing device has the following problems.
(1) Since the caulking portion 29b of the hub wheel 29 is large, the radial step of the step portion 36 forming the inboard side end portion of the inner ring 30 needs to have a radius difference of about 5 to 7 mm as shown in FIG. There is. When the level difference of the stepped portion 36 is increased in this way, the area of the inboard side end surface 30a of the inner ring 30 is reduced, so that the contact surface pressure with the stepped surface 33b of the constant velocity joint outer ring 33 is increased. Therefore, in an actual vehicle, it causes wear and abnormal noise.
(2) When the caulking portion 29b of the hub ring 29 is to be stored inside (outboard side) from the inboard side end of the inner ring 30, the axial length of the stepped portion 36 of the inner ring 30 is as shown in FIG. It needs to be about 7-8 mm. As described above, when the axial length of the inner ring step portion 36 is increased, the inner ring step portion 36 tends to be positioned on a straight line that forms the ball contact angle. Therefore, deformation of the inner ring due to a load load during driving increases and decreases. There is a possibility of end of life. Further, when the axial length of the inner ring step portion 36 is increased, the fitting length (area) of the inner ring 30 to the hub ring 29 is reduced accordingly, so that inner ring creep occurs and the bearing life may be reduced. . These problems can be avoided by increasing the width of the entire inner ring, but this requires extra space in the axial direction.
(3) Further, since the caulking portion 29b of the hub wheel 29 is large, the caulking tool interferes with the inner ring 30 in the swing caulking process, and the machining is difficult.

そこで、内輪の内周面に、内輪端面の内周縁に相当する深さの段差部を設け、ハブ輪の加締加工により、内輪の前記段差部に係合する塑性変形部分を設けたものを提案した（特願２００４−３０５００９号）。
この提案例によれば、内輪の段差部を内輪端面の内周縁というごく限られた範囲の深さとしたため、内輪の抜け耐力を確保しながら、段差部をできるだけ小さなものとできる。このため、段差部を設けながら内輪端面の面積の減少を少なくできて、等速ジョイント外輪の段面との接触面圧の増加が抑制され、摩耗や異音の発生を防止できる。
しかし、車両への組付工程で発生する外力により、内輪がハブ輪に対して僅かに軸方向に移動することがある。移動したままであると、内外の軌道面の位置関係がずれるため、軸受寿命などの軸受機能に悪影響が生じる。そのため、内輪の移動を戻す処理が必要となり、車両への組付工程が煩雑となる。 In view of this, a step portion having a depth corresponding to the inner peripheral edge of the inner ring end surface is provided on the inner peripheral surface of the inner ring, and a plastic deformation portion that engages with the step portion of the inner ring is provided by caulking processing of the hub ring. Proposed (Japanese Patent Application No. 2004-305009).
According to this proposed example, the step portion of the inner ring is set to a depth in a very limited range of the inner peripheral edge of the inner ring end face, so that the step portion can be made as small as possible while securing the slip-off resistance of the inner ring. For this reason, the decrease in the area of the inner ring end face can be reduced while providing the stepped portion, the increase of the contact surface pressure with the stepped surface of the constant velocity joint outer ring is suppressed, and the occurrence of wear and noise can be prevented.
However, the inner ring may slightly move in the axial direction with respect to the hub wheel due to the external force generated in the assembly process to the vehicle. If it continues to move, the positional relationship between the inner and outer raceways will shift, and this will adversely affect bearing functions such as bearing life. Therefore, the process which returns the movement of an inner ring is needed, and the assembly process to a vehicle becomes complicated.

この発明の目的は、軸受機能へ悪影響を及ぼすことなく、車両への組付工程における内輪抜けを防止でき、かつ上記組付工程における内輪移動量を小さくすることができる車輪用軸受装置を提供することである。   An object of the present invention is to provide a wheel bearing device capable of preventing the inner ring from being removed in the assembly process to the vehicle and reducing the amount of movement of the inner ring in the assembly process without adversely affecting the bearing function. That is.

この発明の車輪用軸受装置は、内周に複列の軌道面を有する外方部材と、これら軌道面に対向する軌道面を有する内方部材と、対向する軌道面間に介在した複列の転動体とを備え、上記内方部材が、車輪取付用のハブフランジを外周に有し中心に貫通孔を有するハブ輪と、このハブ輪のインボード側端の外周に嵌合した内輪とでなり、これらハブ輪および内輪に前記各列の軌道面を形成し、前記ハブ輪の前記貫通孔に等速ジョイントの外輪のステム部が挿通されこのステム部の先端に螺合するナットの締め付けにより前記ハブ輪が等速ジョイントの外輪と結合されて前記内輪のインボード側に向く端面が前記等速ジョイントの外輪に設けられたアウトボード側に向く段面に押し付けられる駆動輪支持用の車輪用軸受装置において、
前記内輪の内周面に、この内輪のインボード側の端面まで続く段差部を設け、前記ハブ輪の加締加工により前記内輪の前記段差部に係合する塑性変形部分を設け、前記内輪の前記段差部の深さは、前記ハブ輪の前記塑性変形部分の係合により車両への組立工程における内輪の抜けを防止できる程度に小さな深さとし、前記塑性変形部分は全周を拡径させる拡径加締めされた部分であってこの塑性変形部分の前記段差部内の端面側に向く面はこの段差部内の端面に隙間なく接触し、この塑性変形部分は前記内輪の端面から突出しないものとし、前記内輪の前記段差部に続く内径面部分であるハブ輪嵌合面を研削仕上げ面として、このハブ輪嵌合面と前記段差部内の端面との繋がり部を尖り形状とし、前記内輪は表面から芯部までの全体を焼入れ処理により硬化させたものである。 The wheel bearing device of the present invention includes an outer member having a double-row raceway surface on the inner periphery, an inner member having a raceway surface facing these raceway surfaces, and a double-row interposed between the opposing raceway surfaces. A rolling element, and the inner member includes a hub wheel having a hub flange for wheel mounting on the outer periphery and a through hole in the center, and an inner ring fitted to the outer periphery of the inboard side end of the hub wheel. By forming a raceway surface of each row on the hub ring and the inner ring, and tightening a nut that is inserted into the through hole of the hub ring and the stem portion of the outer ring of the constant velocity joint is screwed to the tip of the stem portion. For a wheel for driving wheel support in which the hub wheel is coupled to the outer ring of the constant velocity joint, and the end surface facing the inboard side of the inner ring is pressed against the step surface facing the outboard side provided on the outer ring of the constant velocity joint In the bearing device,
The inner peripheral surface of the inner ring, a stepped portion continuing to the end face of the inner ring of the inboard side is provided, only set the plastic deformation portion engaging the step portion of the inner ring by caulking of the wheel hub, said inner ring The depth of the step portion is set to a depth small enough to prevent the inner ring from coming off in the assembly process to the vehicle by engaging the plastic deformation portion of the hub wheel, and the plastic deformation portion expands the entire circumference. The surface of the plastic deformation portion facing the end surface in the stepped portion of the diameter-expanded portion is in contact with the end surface in the stepped portion without a gap, and the plastic deformation portion does not protrude from the end surface of the inner ring. The hub ring fitting surface, which is an inner diameter surface portion following the step portion of the inner ring, is used as a ground surface, and the connecting portion between the hub ring fitting surface and the end surface in the step portion is pointed, and the inner ring is a surface. Quench the whole from the core to the core Those cured by sense.

この構成によると、内輪の内周面に段差部を設け、ハブ輪の加締加工による塑性変形部分を前記段差部に係合させたので、車両への組付工程において発生する外力による内輪のハブ輪からの抜けを防止できる。内輪の段差部は、ハブ輪の塑性変形部分の係合により車両への組立工程における内輪の抜けを防止できる程度に小さな深さとしたため、内輪の抜け耐力を確保しながら、段差部をできるだけ小さなものとできる。このため、段差部を設けながら内輪端面の面積の減少を少なくできて、等速ジョイント外輪の段面との接触面圧の増加が抑制され、摩耗や異音の発生を防止できる。内輪の抜けが問題となるのは、車両への組付工程であり、組付完了後は等速ジョイント外輪とねじ止め等で強固に結合されるため、上記のように小さな段差部であっても、必要な抜け耐力が確保できる。
また、段差部に続く内径部分であるハブ輪嵌合面を研削仕上げ面として、このハブ輪嵌合面と前記段差部内の端面との繋がり部を尖り形状としたので、前記塑性変形部分の前記段差部への密着が増す。このため、前記組付工程で外力が作用したときのハブ輪に対する内輪の移動量を小さくできる。
このように、この車輪用軸受装置では、軸受機能へ悪影響を及ぼすことなく、車両への組立工程における内輪抜けを防止でき、かつ組付工程における内輪移動量を小さくすることができる。 According to this configuration, the step portion is provided on the inner peripheral surface of the inner ring, and the plastic deformation portion due to the caulking process of the hub wheel is engaged with the step portion. Therefore, the inner ring of the inner ring due to the external force generated in the assembly process to the vehicle is It is possible to prevent the hub wheel from coming off. The step of the inner ring has a depth that is small enough to prevent the inner ring from coming off during the assembly process to the vehicle by engaging the plastically deformed portion of the hub wheel. And can. For this reason, the decrease in the area of the inner ring end face can be reduced while providing the stepped portion, the increase of the contact surface pressure with the stepped surface of the constant velocity joint outer ring is suppressed, and the occurrence of wear and noise can be prevented. The problem of the inner ring coming off is the assembly process to the vehicle, and after completion of the assembly, the constant velocity joint outer ring is firmly connected by screwing or the like. However, it is possible to secure the necessary pulling resistance.
In addition, since the hub ring fitting surface, which is the inner diameter part following the stepped portion, is a ground surface, the connecting portion between the hub ring fitting surface and the end surface in the stepped portion is pointed, so that the plastic deformation portion of the plastic deformation portion Adhesion to the step increases. For this reason, the amount of movement of the inner ring with respect to the hub ring when an external force is applied in the assembly step can be reduced.
Thus, in this wheel bearing device, it is possible to prevent the inner ring from being removed in the assembly process to the vehicle and to reduce the amount of inner ring movement in the assembly process without adversely affecting the bearing function.

この発明において、前記段差部内の前記端面を内輪の軸方向に対して傾斜したテーパ面としても良い。
内輪の段差部内の前記端面を軸方向に対して傾斜したテーパ面とした場合、ハブ輪の塑性変形部分が加締加工されるときに、隙間なく接触するように塑性変形し、段差部との係合の信頼性が優れたものとなる。そのため、塑性変形部分の加締加工が容易である。 In the present invention, the end surface in the stepped portion may be a tapered surface inclined with respect to the axial direction of the inner ring.
When the end surface in the step portion of the inner ring is a tapered surface inclined with respect to the axial direction, when the plastic deformation portion of the hub ring is crimped, it is plastically deformed so as to come into contact with no gap. The reliability of engagement is excellent. Therefore, the caulking process of the plastically deformed portion is easy.

この発明において、前記繋がり部の軸方向範囲を、ボール接触角の延長線上にかからない範囲としても良い。
前記繋がり部の軸方向範囲が、ボール接触角の延長線上にかかる場合は、運転時の負荷荷重による内輪の変形が大きくなる可能性がある。上記のように軸方向範囲を、ボール接触角の延長線上にかからない範囲とすると、抜け耐力を確保しながら、運転時の負荷荷重による内輪の変形を小さくできるので、前記繋がり部の尖り形状が潰れることがなく、長期にわたり内輪移動量低減効果が維持される。 In this invention, it is good also considering the axial direction range of the said connection part as a range which does not go on the extended line of a ball contact angle.
When the axial range of the connecting portion is on the extended line of the ball contact angle, there is a possibility that the deformation of the inner ring due to a load load during driving becomes large. As described above, when the axial range is a range that does not extend on the extended line of the ball contact angle, the deformation of the inner ring due to the load load during operation can be reduced while securing the pulling resistance, so the sharp shape of the connecting portion is crushed And the effect of reducing the inner ring movement amount is maintained over a long period of time.

この発明において、前記ハブ輪の軌道面は焼入れ処理した表面硬化処理面とし、前記加締加工部は非熱処理部としても良い。
ハブ輪の軌道面は転動寿命の向上の点から、表面硬化処理面として硬度を高くすることが好ましいが、加締加工を行う部分は、加締加工の容易性の点から非熱処理部とすることが好ましい。内輪は、小部品であって軌道面を有し、かつハブ輪に内径面が嵌合することから、表面から芯部までの全体を焼入れ処理により硬化させたものとすることが、転動寿命や嵌合面の耐摩耗性の向上の点で好ましい。 In the present invention, the raceway surface of the hub wheel is provided as a surface hardening treatment surface that is quenching, the caulking portion may be a non-heat treated portion.
It is preferable that the raceway surface of the hub ring has a high hardness as a surface-hardened surface from the viewpoint of improving the rolling life. It is preferable to do. The inner ring is a small part, has a raceway surface, and the inner diameter surface is fitted to the hub ring. Therefore, the entire life from the surface to the core is hardened by quenching treatment. And the point of improving the wear resistance of the fitting surface.

この発明の車輪用軸受装置は、内周に複列の軌道面を有する外方部材と、これら軌道面に対向する軌道面を有する内方部材と、対向する軌道面間に介在した複列の転動体とを備え、上記内方部材が、車輪取付用のハブフランジを外周に有し中心に貫通孔を有するハブ輪と、このハブ輪のインボード側端の外周に嵌合した内輪とでなり、これらハブ輪および内輪に前記各列の軌道面を形成し、前記ハブ輪の前記貫通孔に等速ジョイントの外輪のステム部が挿通されこのステム部の先端に螺合するナットの締め付けにより前記ハブ輪が等速ジョイントの外輪と結合されて前記内輪のインボード側に向く端面が前記等速ジョイントの外輪に設けられたアウトボード側に向く段面に押し付けられる駆動輪支持用の車輪用軸受装置において、前記内輪の内周面に、この内輪のインボード側の端面まで続く段差部を設け、前記ハブ輪の加締加工により前記内輪の前記段差部に係合する塑性変形部分を設け、前記内輪の前記段差部の深さは、前記ハブ輪の前記塑性変形部分の係合により車両への組立工程における内輪の抜けを防止できる程度に小さな深さとし、前記塑性変形部分は全周を拡径させる拡径加締めされた部分であってこの塑性変形部分の前記段差部内の端面側に向く面はこの段差部内の端面に隙間なく接触し、この塑性変形部分は前記内輪の端面から突出しないものとし、前記内輪の前記段差部に続く内径面部分であるハブ輪嵌合面を研削仕上げ面として、このハブ輪嵌合面と前記段差部内の端面との繋がり部を尖り形状とし、前記内輪は表面から芯部までの全体を焼入れ処理により硬化させたため、軸受機能へ悪影響を及ぼすことなく、車両への組立工程における内輪抜けを防止でき、かつ上記組付工程における内輪移動量を小さくすることができる。 The wheel bearing device of the present invention includes an outer member having a double-row raceway surface on the inner periphery, an inner member having a raceway surface facing these raceway surfaces, and a double-row interposed between the opposing raceway surfaces. A rolling element, and the inner member includes a hub wheel having a hub flange for wheel mounting on the outer periphery and a through hole in the center, and an inner ring fitted to the outer periphery of the inboard side end of the hub wheel. By forming a raceway surface of each row on the hub ring and the inner ring, and tightening a nut that is inserted into the through hole of the hub ring and the stem portion of the outer ring of the constant velocity joint is screwed to the tip of the stem portion. For a wheel for driving wheel support in which the hub wheel is coupled to the outer ring of the constant velocity joint, and the end surface facing the inboard side of the inner ring is pressed against the step surface facing the outboard side provided on the outer ring of the constant velocity joint In the bearing device, the inner ring The peripheral surface, a stepped portion continuing to the end face of the inner ring of the inboard side is provided, the only set the plastic deformation portion engaging the step portion of the inner ring by caulking of the wheel hub, said inner ring of said step portion The depth of the ring is small enough to prevent the inner ring from being pulled out in the assembly process to the vehicle by the engagement of the plastic deformation part of the hub wheel, and the plastic deformation part is diameter-enlarged caulking that expands the entire circumference. The surface of the plastic deformation portion facing the end surface in the step portion contacts the end surface in the step portion without a gap, and the plastic deformation portion does not protrude from the end surface of the inner ring. The hub ring fitting surface, which is the inner diameter surface portion following the stepped portion, is used as a grinding finish surface, the connecting portion between the hub ring fitting surface and the end surface in the stepped portion is pointed, and the inner ring extends from the surface to the core portion. By quenching the whole Because were of, without adversely affecting the bearing function, it is possible to prevent omission inner ring in the assembly process of the vehicle, and it is possible to reduce the inner ring moving amount in the assembly process.

この発明の一実施形態を図１ないし図３と共に説明する。この実施形態は、第３世代型の内輪回転タイプで、かつ駆動輪支持用の車輪用軸受装置に適用したものである。なお、この明細書において、車両に取付けた状態で車両の車幅方向外側寄りとなる側をアウトボード側と言い、車両の中央寄りとなる側をインボード側と呼ぶ。
この車輪用軸受装置は、内周に複列の軌道面３を形成した外方部材１と、これら各軌道面３に対向する軌道面４を形成した内方部材２と、これら外方部材１および内方部材２の軌道面３，４間に介在した複列の転動体５とで構成される。この車輪用軸受装置は、複列のアンギュラ玉軸受型とされていて、転動体５はボールからなり、各列毎に保持器６で保持されている。上記各軌道面３，４は断面円弧状であり、各軌道面３，４はボール接触角θが背面合わせとなるように形成されている。外方部材１と内方部材２の間の軸受空間の両端は、シール７，８によりそれぞれ密封されている。 An embodiment of the present invention will be described with reference to FIGS. This embodiment is a third generation type inner ring rotation type and is applied to a wheel bearing device for driving wheel support. In this specification, the side closer to the outer side in the vehicle width direction of the vehicle when attached to the vehicle is referred to as the outboard side, and the side closer to the center of the vehicle is referred to as the inboard side.
The wheel bearing device includes an outer member 1 having a double-row raceway surface 3 formed on the inner periphery, an inner member 2 having a raceway surface 4 opposed to each raceway surface 3, and these outer members 1. And the double row rolling elements 5 interposed between the raceway surfaces 3 and 4 of the inner member 2. This wheel bearing device is a double-row angular ball bearing type, and the rolling elements 5 are formed of balls, and are held by a cage 6 for each row. Each of the track surfaces 3 and 4 has an arc shape in cross section, and each of the track surfaces 3 and 4 is formed so that the ball contact angle θ is aligned with the back surface. Both ends of the bearing space between the outer member 1 and the inner member 2 are sealed with seals 7 and 8, respectively.

外方部材１は固定側の部材となるものであって、車体の懸架装置（図示せず）におけるナックルに取付けるフランジ１ａを外周に有し、全体が一体の部品とされている。
内方部材２は回転側の部材となるものであって、外周に車輪取付用のハブフランジ９ａを有するハブ輪９と、このハブ輪９の軸部９ｂのインボード側端の外周に嵌合した内輪１０とでなる。これらハブ輪９および内輪１０に前記各列の軌道面４が形成されている。ハブ輪９は中心に貫通孔１１を有し、その軌道面４は、焼入れ処理による表面硬化処理面とされている。また、内輪１０は、表面から芯部までの全体が焼入れ処理により硬化させてある。 The outer member 1 is a member on the fixed side, and has a flange 1a attached to the knuckle in the suspension device (not shown) of the vehicle body on the outer periphery, and the whole is an integral part.
The inner member 2 is a rotating member, and is fitted to the outer periphery of the hub wheel 9 having a hub flange 9a for wheel mounting on the outer periphery and the inboard side end of the shaft portion 9b of the hub wheel 9. The inner ring 10 made. The hub ring 9 and the inner ring 10 are formed with the raceway surfaces 4 in each row. The hub wheel 9 has a through hole 11 in the center, and the raceway surface 4 is a surface-hardened surface by quenching. Further, the inner ring 10 is hardened entirely by quenching from the surface to the core.

図２に拡大断面図で示すように、ハブ輪９のインボード側端の外周には、ハブ輪９の他の部分の外周よりも小径となった段差部状の内輪嵌合面部１５が形成され、この内輪嵌合面部１５に内輪１０が嵌合する。内輪１０の内周面におけるインボード側端には、この内輪１０のインボード側の端面１０ａまで続き、この端面１０ａの内周縁に相当する深さの段差部１６が設けられる。この段差部１６は、内輪１０の軌道面４のボール接触角θの延長線Ｌ（図２）よりもインボード側に位置している。段差部１６の内面は、円筒面からなるストレート部１６ａと、このストレート部１６ａの端部から内輪１０の内周面に続く端面１６ｂとでなる形状とされている。この端面１６ｂは、内輪１０の軸方向に対して傾斜したテーパ面とされている。   As shown in an enlarged sectional view in FIG. 2, a stepped inner ring fitting surface portion 15 having a smaller diameter than the outer periphery of the other portion of the hub wheel 9 is formed on the outer periphery of the inboard side end of the hub wheel 9. Then, the inner ring 10 is fitted to the inner ring fitting surface portion 15. A stepped portion 16 having a depth corresponding to the inner peripheral edge of the end surface 10a is provided at the inboard side end of the inner ring 10 up to the end surface 10a on the inboard side of the inner ring 10. The step 16 is located on the inboard side of the extended line L (FIG. 2) of the ball contact angle θ of the raceway surface 4 of the inner ring 10. The inner surface of the stepped portion 16 has a shape including a straight portion 16a formed of a cylindrical surface and an end surface 16b extending from the end portion of the straight portion 16a to the inner peripheral surface of the inner ring 10. The end surface 16 b is a tapered surface that is inclined with respect to the axial direction of the inner ring 10.

段差部１６は旋削加工され、この旋削加工の後に段差部１６に続く内輪内径面部分であるハブ輪嵌合面１０ｂが研削されて仕上げ面とされる。これにより、図３（Ａ）に拡大断面図で示すように、前記ハブ輪嵌合面１０ｂと前記段差部１６内の端面１６ｂとの繋がり部１６ｂａが尖り形状とされる。前記繋がり部１６ｂａの軸方向範囲Ｗ（図２）は、前記ボール接触角θの延長線Ｌ上にかからない範囲とされている。この繋がり部１６ｂａの軸方向範囲Ｗは、Ｗ＞０（すなわち、図３の繋がり部１６ｂａが、接触角の延長線Ｌの右側／インボード側に位置すること）という範囲のことである。   The stepped portion 16 is turned, and after this turning, the hub ring fitting surface 10b which is the inner ring inner surface portion following the stepped portion 16 is ground to be a finished surface. As a result, as shown in an enlarged cross-sectional view in FIG. 3A, the connecting portion 16ba between the hub wheel fitting surface 10b and the end surface 16b in the stepped portion 16 has a pointed shape. The axial range W (FIG. 2) of the connecting portion 16ba is a range that does not extend on the extension line L of the ball contact angle θ. The axial range W of the connecting portion 16ba is a range of W> 0 (that is, the connecting portion 16ba in FIG. 3 is located on the right side / inboard side of the extension line L of the contact angle).

比較例として、図３（Ｂ）には、前記ハブ輪嵌合面１０ｂを研削した後で、前記段差部１６を旋削加工した場合の拡大断面図を示している。この比較例では、前記ハブ輪嵌合面１０ｂと前記段差部１６内の端面１６ｂとの繋がり部１６ｂａがＲ０．３（mm）の断面円弧状の曲面部となっている。   As a comparative example, FIG. 3B shows an enlarged cross-sectional view when the stepped portion 16 is turned after the hub wheel fitting surface 10b is ground. In this comparative example, a connecting portion 16ba between the hub wheel fitting surface 10b and the end surface 16b in the step portion 16 is a curved surface portion having an arcuate cross section of R0.3 (mm).

ハブ輪９のインボード側端には、内輪１０の段差部１６の内面におけるテーパ面とされた上記端面１６ｂに係合する塑性変形部分９ｂが、加締加工により設けてある。なお、図２は塑性変形部分９ｂの加締加工後の状態を示す。塑性変形部分９ｂは、内輪１０の端面１０ａから突出しないものとしてある。また、塑性変形部分９ｂは、段差部１６のストレート部１６ａとの間に径方向の隙間が生じるように形成されている。上記加締加工は、プレス加工等の方法で全周に渡り行われる。この加締加工は、ハブ輪９のインボード側端の全周を拡径させる拡径加締めによって行われる。ハブ輪９の加締加工を行う塑性変形部分９ｂは非熱処理部とされている。また、ハブ輪９の加締加工を行う塑性変形部分９ｂは、加締前の状態では円筒状の部分とされ、その円筒状部分は、ハブ輪９の他の箇所よりも内径が大きくて肉厚が薄い部分とされる。   At the inboard side end of the hub wheel 9, a plastically deformed portion 9 b that engages with the end surface 16 b that is a tapered surface on the inner surface of the stepped portion 16 of the inner ring 10 is provided by caulking. FIG. 2 shows a state after the caulking process of the plastic deformation portion 9b. The plastically deformed portion 9 b does not protrude from the end surface 10 a of the inner ring 10. Further, the plastic deformation portion 9b is formed so that a radial gap is formed between the step portion 16 and the straight portion 16a. The caulking process is performed over the entire circumference by a method such as press working. This caulking process is performed by expanding caulking that expands the entire circumference of the inboard side end of the hub wheel 9. The plastic deformation portion 9b for performing the caulking process of the hub wheel 9 is a non-heat treated portion. The plastic deformation portion 9b for caulking the hub wheel 9 is a cylindrical portion before the caulking, and the cylindrical portion has a larger inner diameter than other portions of the hub wheel 9 and has a wall thickness. The thickness is considered to be a thin part.

なお、この発明の車輪用軸受装置は、例えば小型乗用車から大型乗用車にわたる一般的な乗用車に適用されるものであり、これら一般的な乗用車に適用される各部の寸法のものとされている。   The wheel bearing device of the present invention is applied to, for example, a general passenger car ranging from a small passenger car to a large passenger car, and has a size of each part applied to these general passenger cars.

この車輪用軸受装置の車両への組付けにおいては、等速ジョイント１２の片方の継手部材となる外輪１３のステム部１３ａをハブ輪９の貫通孔１１に挿通させ、ステム部１３ａの外周のスプライン１３ａａと貫通孔１１の内周面のスプライン溝１１ａとをスプライン嵌合させ、ステム部１３ａの先端に螺合するナット１４の締め付けにより、等速ジョイント外輪１３を内方部材２に結合する。このとき、等速ジョイント外輪１３に設けられたアウトボード側に向く段面１３ｂが、内輪１０のインボード側に向く端面１０ａに押し付けられ、等速ジョイント外輪１３とナット１４とで内方部材２が幅締めされる。
車輪取付用のハブフランジ９ａはハブ輪９のアウトボード側端に位置しており、このハブフランジ９ａにブレーキロータを介して車輪（いずれも図示せず）がボルト１７で取付けられる。 In assembling the wheel bearing device to the vehicle, the stem portion 13a of the outer ring 13 serving as one joint member of the constant velocity joint 12 is inserted into the through hole 11 of the hub wheel 9, and the spline on the outer periphery of the stem portion 13a. 13 aa and the spline groove 11 a on the inner peripheral surface of the through hole 11 are spline-fitted, and the constant velocity joint outer ring 13 is coupled to the inner member 2 by tightening the nut 14 that is screwed to the tip of the stem portion 13 a. In this case, step surface 13b facing the outboard side provided the outer race 13 is pressed against the end surface 10a facing the inboard side of the inner ring 10, outer race 13 and the nut 14 and with the inner member 2 Is tightened.
The hub flange 9a for wheel attachment is located at the end of the hub wheel 9 on the outboard side, and a wheel (not shown) is attached to the hub flange 9a with a bolt 17 via a brake rotor.

この構成の車輪用軸受装置によると、内輪１０の内周面に段差部１６を設け、ハブ輪９の加締加工による塑性変形部分９ｂを前記段差部１６に係合させたので、車両への組付工程において発生する外力による内輪１０のハブ輪９からの抜けを防止できる。内輪１０の段差部１６は、内輪１０の内周縁というごく限られた範囲のものとしたため、内輪１０の抜け耐力を確保しながら、段差部１６をできるだけ小さなものとできる。このため、段差部１６を設けながら内輪１０の端面１０ａの面積の減少が少なく、等速ジョイント外輪１３の段面１３ｂとの接触面圧の増加が抑制され、摩耗や異音の発生を防止できる。   According to the wheel bearing device of this configuration, the step portion 16 is provided on the inner peripheral surface of the inner ring 10 and the plastic deformation portion 9b by the caulking process of the hub wheel 9 is engaged with the step portion 16, The inner ring 10 can be prevented from coming off from the hub ring 9 due to an external force generated in the assembling process. Since the step portion 16 of the inner ring 10 has a very limited range of the inner periphery of the inner ring 10, the step portion 16 can be made as small as possible while ensuring the pulling resistance of the inner ring 10. For this reason, there is little decrease in the area of the end surface 10a of the inner ring 10 while providing the stepped portion 16, the increase in contact surface pressure with the step surface 13b of the constant velocity joint outer ring 13 is suppressed, and the occurrence of wear and noise can be prevented. .

また、段差部１６に続く内径部分であるハブ輪嵌合面１０ｂを研削仕上げ面として、このハブ輪嵌合面１０ｂと前記段差部１６内の端面１６ｂとの繋がり部１６ｂａを尖り形状としたので、加締加工による前記塑性変形部分９ｂの前記段差部１６への密着が増し、車両への組付工程で外力が作用したときのハブ輪９に対する内輪１０の移動量を小さくできる。   Since the hub wheel fitting surface 10b, which is the inner diameter portion following the stepped portion 16, is a ground surface, the connecting portion 16ba between the hub wheel fitting surface 10b and the end surface 16b in the stepped portion 16 is pointed. Further, the close contact of the plastically deformed portion 9b by the caulking process with the stepped portion 16 is increased, and the amount of movement of the inner ring 10 relative to the hub wheel 9 when an external force is applied during the assembly process to the vehicle can be reduced.

次の表１は、内輪段差部１６を図３（Ａ）の構造としたこの実施形態の車輪用軸受装置と、図３（Ｂ）に示す内輪段差部の構造とした比較例の車輪用軸受装置について、内輪引抜き試験を行った結果を示す。この場合の加締加工力は１４０ｋＮであり、内輪移動量は２０ｋＮ負荷時のものである。   The following Table 1 shows the wheel bearing device of this embodiment in which the inner ring step portion 16 has the structure of FIG. 3A and the wheel bearing of the comparative example having the structure of the inner ring step portion shown in FIG. The result of the inner ring pull-out test for the device is shown. In this case, the caulking force is 140 kN, and the inner ring moving amount is a load at a load of 20 kN.

Figure 0005283315
Figure 0005283315

この試験結果から、比較例の場合の内輪移動量（４７〜５０μｍ）に比べて、実施形態の場合の内輪移動量（３０〜３３μｍ）が小さくなっていることが分かる。   From this test result, it can be seen that the inner ring movement amount (30 to 33 μm) in the embodiment is smaller than the inner ring movement amount (47 to 50 μm) in the comparative example.

また、この実施形態では、段差部１６内の端面１６ｂを、内輪１０の軸方向に対して傾斜したテーパ面としたので、この端面１６ｂを垂直面とする場合に比べて、ハブ輪９の塑性変形部分９ｂが加締加工されるときに、隙間なく接触するように塑性変形し、段差部１６との係合の信頼性が優れたものとなる。そのため、塑性変形部分９ｂの加締加工が容易である。   In this embodiment, since the end surface 16b in the step portion 16 is a tapered surface inclined with respect to the axial direction of the inner ring 10, the plasticity of the hub wheel 9 is more than that in the case where the end surface 16b is a vertical surface. When the deformed portion 9b is crimped, plastic deformation is performed so that the deformed portion 9b comes into contact with no gap, and the reliability of the engagement with the step portion 16 is excellent. Therefore, the caulking process of the plastic deformation portion 9b is easy.

また、段差部１６内の端面１６ｂとの繋がり部１６ｂａの軸方向範囲Ｗ（図２）をボール接触角θの延長線Ｌ上にかからない範囲としているので、車両への組付工程での負荷荷重による内輪変形で前記繋がり部１６ｂａの尖り形状が潰れることがなく、安定した内輪移動量低減効果が維持される。   Further, since the axial range W (FIG. 2) of the connecting portion 16ba with the end surface 16b in the stepped portion 16 is a range that does not lie on the extended line L of the ball contact angle θ, the load applied in the assembly process to the vehicle The sharpness of the connecting portion 16ba is not crushed by the inner ring deformation caused by the above, and a stable effect of reducing the inner ring movement amount is maintained.

さらに、この車輪用軸受装置では、ハブ輪９における軌道面４を焼入れ処理した表面硬化処理面としているため、転動寿命を確保できる。加締加工部である塑性変形部分９ｂは非熱処理部としているため、加締加工を容易に行える。内輪１０は小部品であって軌道面４を有し、かつハブ輪９に内径面が嵌合することから、前記したように表面から芯部までの全体を焼入れ処理により硬化させたものとすることで、転動寿命に優れ、かつ嵌合面の耐摩耗性に優れたものとなる。   Further, in this wheel bearing device, since the raceway surface 4 of the hub wheel 9 is a hardened surface, the rolling life can be ensured. Since the plastic deformation part 9b which is a caulking part is a non-heat-treating part, the caulking process can be easily performed. Since the inner ring 10 is a small part and has the raceway surface 4 and the inner diameter surface is fitted to the hub ring 9, the entire surface from the surface to the core is hardened by quenching as described above. Thus, the rolling life is excellent and the wear resistance of the fitting surface is excellent.

この発明の一実施形態にかかる車輪用軸受装置の断面図である。It is sectional drawing of the wheel bearing apparatus concerning one Embodiment of this invention. 同車輪用軸受装置の部分拡大断面図である。It is a partial expanded sectional view of the wheel bearing device. （Ａ）は図２におけるＡ部の拡大断面図、（Ｂ）は前記Ａ部を別の構造とした比較例の拡大断面図である。(A) is an expanded sectional view of the A part in FIG. 2, (B) is an expanded sectional view of the comparative example which made the said A part another structure. 従来例の断面図である。It is sectional drawing of a prior art example. 従来例の部分拡大断面図である。It is a partial expanded sectional view of a prior art example.

符号の説明Explanation of symbols

１…外方部材
２…内方部材
３…外方部材の軌道面
４…内方部材の軌道面
５…転動体
９…ハブ輪
９ａ…ハブフランジ
９ｂ…塑性変形部分
１０…内輪
１０ａ…内輪端面
１０ｂ…ハブ輪嵌合面
１１…貫通孔
１６…内輪の段差部
１６ｂ…内輪段差部内の端面
１６ｂａ…内輪の繋がり部
Ｗ…内輪繋がり部の軸方向範囲 DESCRIPTION OF SYMBOLS 1 ... Outer member 2 ... Inner member 3 ... Outer member raceway surface 4 ... Inner member raceway surface 5 ... Rolling element 9 ... Hub ring 9a ... Hub flange 9b ... Plastic deformation part 10 ... Inner ring 10a ... End surface of inner ring 10b ... Hub wheel fitting surface 11 ... Through hole 16 ... Inner ring step portion 16b ... End surface 16ba in inner ring step portion ... Inner ring connection portion W ... Axial range of inner ring connection portion

Claims (4)

内周に複列の軌道面を有する外方部材と、これら軌道面に対向する軌道面を有する内方部材と、対向する軌道面間に介在した複列の転動体とを備え、上記内方部材が、車輪取付用のハブフランジを外周に有し中心に貫通孔を有するハブ輪と、このハブ輪のインボード側端の外周に嵌合した内輪とでなり、これらハブ輪および内輪に前記各列の軌道面を形成し、前記ハブ輪の前記貫通孔に等速ジョイントの外輪のステム部が挿通されこのステム部の先端に螺合するナットの締め付けにより前記ハブ輪が等速ジョイントの外輪と結合されて前記内輪のインボード側に向く端面が前記等速ジョイントの外輪に設けられたアウトボード側に向く段面に押し付けられる駆動輪支持用の車輪用軸受装置において、
前記内輪の内周面に、この内輪のインボード側の端面まで続く段差部を設け、前記ハブ輪の加締加工により前記内輪の前記段差部に係合する塑性変形部分を設け、前記内輪の前記段差部の深さは、前記ハブ輪の前記塑性変形部分の係合により車両への組立工程における内輪の抜けを防止できる程度に小さな深さとし、前記塑性変形部分は全周を拡径させる拡径加締めされた部分であってこの塑性変形部分の前記段差部内の端面側に向く面はこの段差部内の端面に隙間なく接触し、この塑性変形部分は前記内輪の端面から突出しないものとし、前記内輪の前記段差部に続く内径面部分であるハブ輪嵌合面を研削仕上げ面として、このハブ輪嵌合面と前記段差部内の端面との繋がり部を尖り形状とし、前記内輪は表面から芯部までの全体を焼入れ処理により硬化させた車輪用軸受装置。 An outer member having a double-row raceway surface on the inner periphery, an inner member having a raceway surface facing these raceway surfaces, and a double-row rolling element interposed between the opposing raceway surfaces, The member includes a hub wheel having a hub flange for wheel mounting on the outer periphery and a through hole in the center, and an inner ring fitted to the outer periphery of the inboard side end of the hub wheel. A raceway surface of each row is formed, and the stem portion of the outer ring of the constant velocity joint is inserted into the through hole of the hub wheel, and the hub wheel is fixed to the outer ring of the constant velocity joint by tightening a nut that is screwed to the tip of the stem portion. In the wheel bearing device for driving wheel support in which an end surface facing the inboard side of the inner ring is pressed against a step surface facing the outboard side provided on the outer ring of the constant velocity joint ,
The inner peripheral surface of the inner ring, a stepped portion continuing to the end face of the inner ring of the inboard side is provided, only set the plastic deformation portion engaging the step portion of the inner ring by caulking of the wheel hub, said inner ring The depth of the step portion is set to a depth small enough to prevent the inner ring from coming off in the assembly process to the vehicle by engaging the plastic deformation portion of the hub wheel, and the plastic deformation portion expands the entire circumference. The surface of the plastic deformation portion facing the end surface in the stepped portion of the diameter-expanded portion is in contact with the end surface in the stepped portion without a gap, and the plastic deformation portion does not protrude from the end surface of the inner ring. The hub ring fitting surface, which is an inner diameter surface portion following the step portion of the inner ring, is used as a ground surface, and the connecting portion between the hub ring fitting surface and the end surface in the step portion is pointed, and the inner ring is a surface. Quench the whole from the core to the core Wheel bearing apparatus cured by sense. 請求項１において、前記段差部内の前記端面を内輪の軸方向に対して傾斜したテーパ面とした車輪用軸受装置。   The wheel bearing device according to claim 1, wherein the end surface in the stepped portion is a tapered surface inclined with respect to the axial direction of the inner ring. 請求項１または請求項２において、前記繋がり部の軸方向範囲を、ボール接触角の延長線上にかからない範囲とした車輪用軸受装置。   The wheel bearing device according to claim 1 or 2, wherein an axial range of the connecting portion is a range that does not extend on an extended line of a ball contact angle. 請求項１ないし請求項３のいずれか１項において、前記ハブ輪の軌道面は焼入れ処理した表面硬化処理面とし、前記加締加工部は非熱処理部とした車輪用軸受装置。   4. The wheel bearing device according to claim 1, wherein the raceway surface of the hub wheel is a hardened surface-cured surface, and the caulking portion is a non-heat-treated portion. 5.
JP2006004978A 2005-12-05 2006-01-12 Wheel bearing device Active JP5283315B2 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
JP2006004978A JP5283315B2 (en) 2006-01-12 2006-01-12 Wheel bearing device
DE112006003288T DE112006003288T5 (en) 2005-12-05 2006-11-27 Wheel bearing support assembly and method for its production
US12/086,000 US20090154856A1 (en) 2005-12-05 2006-11-27 Wheel Support Bearing Assembly and Method of Manufacturing the Same
CN2006800456003A CN101321638B (en) 2005-12-05 2006-11-27 Wheel bearing device, and its manufacturing method
PCT/JP2006/323557 WO2007066525A1 (en) 2005-12-05 2006-11-27 Bearing device for wheel and method of producing the same
US13/467,524 US8745874B2 (en) 2005-12-05 2012-05-09 Method of manufacturing wheel support bearing assembly

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Publication number Priority date Publication date Assignee Title
DE3418440A1 (en) * 1984-05-18 1985-11-21 FAG Kugelfischer Georg Schäfer KGaA, 8720 Schweinfurt Wheel bearing unit with positively engaging connection of two annular parts which can be fitted one into the other
FR2666389B1 (en) * 1990-09-04 1992-10-23 Roulements Soc Nouvelle PROCESS FOR PRODUCING A BEARING COLLAR AND BEARING ASSEMBLY EQUIPPED WITH SUCH A COLLAR.
JPH09164803A (en) * 1995-12-15 1997-06-24 Nippon Seiko Kk Driving wheel supporting hub unit
JP3855315B2 (en) * 1996-09-25 2006-12-06 日本精工株式会社 Manufacturing method of wheel bearing rolling bearing unit
JP3622458B2 (en) * 1997-08-28 2005-02-23 日本精工株式会社 Rolling bearing unit for wheel support
US6485187B1 (en) * 2000-10-24 2002-11-26 Delphi Technologies, Inc. Self-retained wheel bearing assembly
JP4244548B2 (en) * 2001-06-20 2009-03-25 日本精工株式会社 Design method of rolling bearing unit for driving wheel

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